Air-pressure brake.



PATENTED AUG. 21, 1906.

E. KRAMER. AIR PRESSURE BRAKE. APPLICATION FILED AUG. a, 1904.

3 SHEETS-SHEET 1.

l nvenlton ll [J4 MZNGSSQS: 'MQW No. 828,939. A PATENTED AUG.21,11906.

'E. KRAMER.

' AIR PRESSURE BRAKE.

APILIOATION FILED AUG. 3, 1904.

3 SHEETS-SHEET 2.

www@ /wy www y No. 929,939. PATENTBD 99119.21, 1906." E. KRAMER.

AIR PRESSURE BRAKE.

APPLIOATION FILED AUG. a, 1904.

a SHEETS-SHEET a.

vTo all whom, it 71mg/ concern,.-

UNITED vSTATES PATENT onirica.

ERWIN KRAMER., OF BERLIN., GERMANY.

l' Ilun-Pruissulas BRAKE..

Specification of Letters Patent s vParental Aug.l 21, 1906.

Application and August s, i904. serial 1a. 219,402.

, Be it known that I, ERWIN KRAMER, a sub-l" ject ofthe King of Prussia,German Emperor,

residin many, Improvements 1n Air-Pressure Brakes, of

at No. 9 Paul street, Berlin, Ger- -which the following is aspecification.

My invention relates to a wheel'- block brake operated by compressedair. v

The .object of my invention is to provide anair-pressurebrake' in whichthe pressure given to the brake-blocks above a certain speed depends onthe rotative velocity of the wheels. This automatic'effect is attainedin such way that the valve device which charges or dischar es thecompressed air into or out of the bra e-cylinder or a main valve whichcontrols the main -brakeipe continuous with, t

throughout the train is regu ated bya device which acts on the valvewith a varying force, tendinlg to displace the same in accordance evelocity of rotation of the wheelaxle. In connection with this force twoadditional forces, one of which is produced by the compressed air 'inthebrake-cylinder and the other by a spring, act in the same or oppositedirections and displace the piston or distributing slide of thevalve ifone of the said ,forces'increases-or decreases in size till equilibriumis restored, thereby altering the pressure in the brake-cylinderaccordingly, so that at all times theibrake-blocks are set with suchalforce as is necessary for producing thev maximum of braking effect,which can be practically obtained. v

In the accompanying drawings, which form a part of this speciiication, Ihave illus- A trated the mechanism by which I attain these effects.

Figure 41 .represents a vertical sectionalf1, which is principallyintended for use in electric street-railways or the like, thebrakecylinder is fed directly Jrom the main reserave invented certainnew andl useful' 'the brake-pipe 1, running from-.the reservoir 2 to thebrake-cylinder 3, is connected with a ,suitable electromagnet whichcontrols the valve.

In the barrel 4 of the valve adouble piston 5 6 is displaceable upwardand downward.

By the movement of the upper piston 5 the exhaust ports 7 are opened andclosed, through' which latter the compressed air can be discharged tothe atmosphere, while the lower piston 6 4controls the inlet-ports 8,through which the air is admitted from the reservoir 2 into the valve 4,passing from thence into the brake-cylinder 3 through a branch 9. Theports 7 caiinot be opened by the piston 5 before -the ports 8 are closedby the piston 6,' and vice versa. Y

A by-pass 10 allows thepressureto pass from the sleeve 9 into a chamber11 at the lower end of the valve, so thatthe pressure 'bearing on thebottom side of the piston @is equal to that in the brake-cylinder.

A rod 12 rigidly connects the upper end of the double piston 5 6 withthe iron core 13 ci a, solenoid, to the iron casing 14 of which thevalve 4 is attached. The coil 15 is wound on a bobbin 16 in thecustomary manner and insulated therefrom by a layer 17 of suitable`rraterial. The iron cover 18, closing the cas ing 14, surrounds theupper end of the core 13 at a short distance. However, if the core isdrawn deeper into the coil the cross-section of the path of the lines offorce from. the

cover to the core will be reduced, in consequence of which the coretakes and maintains a definite position for every intensity of theenergizing-current. Instead of this arrangement other electromagnetsproducing vthe same effect may be used. In a concentric cavity of thecore .13 a spring 20 is arranged which can be adjusted by a setscrew 19,which spring tends to press the double piston 5 6 downward. A screw2-1Vpermits of regulating the deepest position of the core 13.

The drivers brake-cock 22 is arranged in possesses m its tap the usualpassage 23,

i oo

the brake-pipe 1 at any convenient place.l It

which allows the air to pass from the reservoir 2 'to the brake-cylinder3, as shown in Fig. 1, and a lateral branch 24. On turning the tap byninety degrees in the direction of the arrow the air can escape from thebrakecylinder 3, through the valve 4, ports 8, passages 24 23, and aperforation 25 in the body below the ports 8.

of the three-way cock 22 to the atmosphere, after the double piston hasbeen lif-ted above the `ports 7, exhausting some pressure, so that thepiston, reaches its deepest position The o eration of the braking deviceis as follows: f the brake is not applied, the spring 20 forces thedouble piston 5 6 into its deepest position, thereby closing the ports 7and opening the .ports8. rWhen the driver willl apply the brake, hebrings the tap of the brake-cock 22 into the position shown in Fig.

. 1, connecting at 'the same time the two terminals of thecar-electromotor with the tery minals of the winding of the solenoid by,means -of theI switch-controller. The compressed air then .passes fromthe reservoir 2, through the ports 8, sleeve 9, and pipe 1, into Ithebrake cylinder 8, thereby setting the i brake-blocks, while the samepressure is 1compressure. The sai magnetic force depends issA lon thespeed of rotation of the wheel-axle, as with -a greater speed ofrotation a Ih'igher intensity of current is produced in the car-mo-4ltors,'which constitute generators in the 2described connection thanwithr a lower speed fof rotation. Thus lat a given velocity anequilibrium is produced between the dierent forces as soon as.the'doubl'e piston is dis- 'placed Ato lthe corresponding posltion,wherey `the pressure in the brake-cylinder is regu- .lated to therespective amount. If with -a `decreasing veloclty of the car themagnetic Y orceof :the solenoid diminishes, the pressure inxtherchamber1'1 will predominate and push the double piston upward until the ports7h are' opened .and part of the compressed airis ,exhausted from thebrake-cylinder,- whereupon :thefdouble .pisten'is again forced down-Ward b the spring 20 inconsequence of the vreduce pressure in-thebrake-cylinder -andinthe-chamber 1 1. Thus the valve regulatesthepressure of the brake-blockson the wheels 'automatically :until thecar is broughtl to'a stand. Owin to the'explained automatic e ect of.thef evicel, the wheels cannot happen to be held fast or locked, soaste be prevented .from rotation, as with the beginning. slip ofthewheels the'rotative s eed of the same .and the magnetic force oft esolenoid decrease, in conse uence of whichy the valve device is .actuate'as above stated, and

. ycaused to-discharge air from the lbrake-clinder, thus relieving' thebrake .blocks .pressure yuntil lthe wheels have resumed their originalrotative speed: If,on the contrary,

4on an .incline For for anyfother reason the car increases in velocity,the intensity of current generated in the motors rapidly increases too,giving the solenoid a greater magnetic force, which pushes the core to adeeper position, whereby the inlet-ports 8 are opened, so that pressureis ladmitted to the brake-cylinder, which sets the brake-blocks with aforce, as -will be easily understood.

Instead of the solenoid any other device which depends on the rotationof the wheelaxle may be employed. For exam le, the double piston may beconnected wit a centrifugal governor coupled with thev wheelaxle, theforce of which varies according to the velocity of rotation, so that thevalve is controlled lin conformity therewith.

L In the braking device shown in Fig. 2 rassure is employed instead ofthe magnetic orce. The fluid-isintioduced into a chamber. 26 of thevalvefl, where it acts on the outer side'of the piston 5. 4,The luid(either oil, glycerin, or air or the like) is forced by a pump 27 of anyconstruction (either rotary or lston pump) driven by the wheel-axleanti) circulated from a` vessel 28.through a pipe 29 into an air-chamber30, where it comresses the air contained therein,- whereupon Agreaterliuidy 1t flows back into .the vvessel 28 through a pipe 3.1.`-throttle-screw 32 ,arranged in the 'latter, ermits of regulat'ngthepressure inthe air-c amber' 30. A branchpipe 33 lestab-"Vv lishes theconnection between the pipe '29...v

and the chamber 26. The pressure ,in the chamber 30 and of the 'luidyvar-ies in confo rmit with the rotative speed of "the wheels, whichpressure therefore constitutes an e uivalent of the magnetic force ofthe solenoi The double piston 5 6 has the form ofa differential piston,-and the pressure operati ng in the brake-'c linder acts onthe innerside of the larger pls'ton 5 in this construction.

Besides the inlet-ports 8 "a return-valve .36 is provided which permitsthe escape off-air but not the' entrance 4of Ithe same. The ob- 'ect ofthis arrangement lis to ermit the eX- aus't of air from the brake-cnderB, when the drivers valve 22 is turne Ito the position shown in thedrawings, even if the ports 8 are closed by the piston 6. Areturn-valve36 may `a1so be usedin connection with the distributing-Valve shown inFig. 1 for the same T es ring 20 is lwound around a bolt 35, attache ltothe piston 6, and bears with one end against a disk 34, secured zto the.body'4 and with the other end against .the adjustingnut 19,' screwedonthe bolt 35.

' The pressure in the brake-cylinder .acts also on the' linner side'of:the llarger piston 5 and tends -to displace the double piston 5 6 tothe left hand. The uid acts on the outer side of the piston 5 ,andtherefore tends to displace-the double piston to .the right. The s rinI20 Workson the nut 19, thus giving -t e double piston connectedtherewith by IOO .thebo'lt A35 an impulse to the right. These threeforces displace the double piston until an equilibrium is produced,thereby regulatin the passage of air into or out of the brakecy inder inconformity with the rotativevelocity of the wheel-axle, as explainedwith res ect to Fig. i.

f n the brake device shown in Figs. 3 to 6,

,- which is adapted forvuse in trains having` a for production ofcirculationv and fluid-pressure, (shownin Fig. 2,) so that the positionof the double piston depends on the speed of rotation of the wheels.

The pipe 1, connected tothe main reservoir 2 continues intwo branchpipes, one of which, 37, opens 4into the inlet-ports 8, While the other`branch ipe 38, provided with the drivers brake-coc .22, is 1n opencommunication with a cap 41. The exhaust-ports 7 open into the latter,in which a return-valve 36 is also arranged which permits the compressedair to-enter the main controllingvalve but not to exhaust. A pipe 39,jointed to the sleeve 9, connects the main valve with the continuousbrake-pipe 40, to which the triple valves of the several cars areconnected. The fluid and the air push the double piston to the righthand, While the spring tends to displace it to the left-hand.

. When the brake is not in operation, the main `.controlllng-valve, thebrake-pipe 40, the triple valves, and the small reservoirs of the`several cars are charged with pressure which 1s admitted from the mainreservoir 2 through the drivers brake-cock 22, turned into the positionshown in Fig. 3. If both ports 7 and 8 should happen to be closed bythe. pistons 5 and 6, respectively, the air enters the controlling-valve through the returnvalve 36 and passes through the pipe 39 intothe brake-pipe 40, thereby displacing the double piston 5 6 to the righthand andopening the orts 7.

In order toset the brake-blocks, the driver l turns thel cock 22 to theposition shown in Fig. 4, thus permitting part of the compressed airtoescape from the pipe 40 to the 'atmosphere throughthe pipe 39,controllingvalve, ports 7, ca 41, pipe 38, and passages 24 23 25. The reuction of ressure operates the triple valves in the wel -known manner.

At the same time the double piston 5 6 of the main controlling-valveispushed to the left hand by the spring 20, which now predominates overthe air-pressure, thereby closing the ports 7 partially or entirely'. Ifthe reduction of pressure thus obtained was becoming too low without asuflicient fluidpressure in the chamber 26, the said movement ofthedouble pistonto the left continues until theports 8 are opened andcompressed air can enter the controlling-valve through the pipe 37 andpass into the brakepipe 40 and the triple valves, which latter areoperated' so as to relieve the brake-blocks from ressure. The increasedair-pressure then isplaces the pistons 5'6 to the right, closing bothportsf7 and 8. The same effect of releasement of the brakes isproducedwith the decreasing velocity or with the wheels locked, so as tobe prevented from rotation. Then, the'fluid-pr'essure in the chamber 26decreases, so that the force of the spring prepistons are displaced tothe left, as above exdominatesl over the two other forces and the yplained. On the other hand, if the driver de- ,l

sires to put the main controlling-valve out of use and to leave thebrakes without automatic regulation he lets escape part ofthe pressureby turning the cock 22 into the position shown in Fig. 4, whereupon hereverses it into a position in which further exhaust is revented, Fi 5.l

It Wil be obvious t at athe mechanism of the brake may be-varied inseveral ways Iwithout departing' fromA the principle of iny invention.AI therefore do not wish to be limited to the constructiona-l forms shownin the drawings lfor examples; but

What claim as my invention, and desire to secure by Letters Patent, is-

1. ln a distributing-valve of air-pressure brakes, the combination witha valve-barrel, having inlet and exhaust ports of a distributingpiston-slide adapted to open and close the said ports; a s ring bearingon the iston with one end and) with the other` en rigid supportattached: to the valve-body; a chamber provided in the valve iny whichthe distributed air-pressure`r reacts on the piston 5 and means adaptedto produce a force which acts on the piston and varies according to therotative speed of the' car-wheels, substantially as described.

2in a distributing-valve of air-pressure brakes, the combination with avalve-barrel having inlet and exhaust ports; of a pistonslide adapted toopen and -close the said ports; a spring bearing on the piston with .oneend and on a support attached to the valve-barrel with the other` end; achamberin' the barrel in which the distributed airypressure reacts onthe piston, and a device which acts on the iston with a force varying inconformity withJ the rotative speed of the wheels, substantially asdescribed.

3. A distributing valve of air pressure brakes, consisting of a barrel;inlet and eX- Onal IIO

huet Ports fer-med thereinaa-by-Paes-Cloed:

-by a. retumrvelveiaf-ele @dented toppen.. and close the-said ports`a.gsgring en ported onY restattached to thebeijreL Whicgispng bears onthe slidegf endtchamber in jthcbarf `rel in which the dietributedeirgeacteon .the slide; in combination with a. device connected to thelwheel-aixle- Which produces a, force verying-wth the.r .tetiveSpeedtem.;

acts onthe 4pieton in suchza menner1 that the IO Pressure werkln-.thelzrk-Gyliider iS- auf tomaticellyzregu @ted inaccordance wkiththerotative Speed ofthe heels@ @pennelli es.

described.

15 air-pressurbrake `l consistin f distributing-yelve,.hayin ...a barreland exhaust poli-.ts folyme .therein'gtslidedis Y .andclosethe saidports asspijing `beajirighin a Suppolt .attached t0A the berkel: .andetnv, OIL. u the rslide;-v` end aichamber. in the,berre in the,wheel-exlewhich lnollices3 e .f ncetyary- 2 5 ing 4with thefrotetivepeedend acte: on .the

.c piston ,in Such @manner thtfthepreesurefof' 4.the brakefblocks. tog.the{yv heels is 2e'nto Inet- ,Mailly-regulated in accoidance withthf1ota vie wpd lent-mdecine eiomfvering y .pie-t0n` inw posit@thetthepressure 0fy the wheelsgls automatdescribed.

arranged thatzthefthxeeffomes .mitin @whe-. reC'Ii0nS. .diSp e ...the

same ine'u e. manne edepted to open ;ind, close the said ports ayspying.l supported 011,.the barrel and bearing on the seid lide; sind achambeiin which'the nation with a, device cpeble yo f p iodiicindg afnorcewhchvarles with l.the rotative spee of thewheels, whereby thesadlforcetogether' .bake-cylinder is utometicelly 'rfegiile'tedinaccordance witlilthe.I klfotetive. y S eed of the wheleslubstantially@describe .nithneend and. Wife-1th@ Otherjenf 0n e .rigidsupportattached .to the yalyc-b'ody in. .combination .with 1a.- .deviceconnected to Ineens which allow the dist'rfhuted. ailj to'act nforcewhich cts onthepistonan ,t'raxfies L brafkeg the combination x with evalve-barrel spring, .bearing with itsfjone end .on the .piston andWithits other end oneenpportettached tension rof thespring.;- ineenswhich llow the distributed (air toect onthepiston and e del.vice .which"acts, on ,the v' piston ,with e ,force yaryng in \conformty -with therotative speed` .the wheels, substantially es def vzQ-rbed.. Intestimony: wheijeof I have -signed lmy mme hereunto .in@meenee-Of-twelwtnsses 1@with the, forces produced bfy 'thefsprin'g and thedistributed aivrjacton the slide such a, manner that the pressurelWorking in the onthelpistn and inen adapted to rodilce -eeqding tetherettvefepe ef therf .wwheelsehsteetielly @desee-hee 18'.. In adistributlngfvelve of air-pressure distributed miem-.S @thesudeginjcgmbi- 78o 5 tothe nahe-barrel), meensfoixrfeglilatingthe

